Fuel-feed system



Oct. 2, .1928.

C. E. SHIFFER FUEL FEED SYSTEM Filed Oct. 14. 1921 2 Sheets-Sheet c, azma M fg WUness Oct. 2, 1928.

f c. E. SHIFFER FUEL SYS TEM Filed Oct. 14. 1921 2 Sheets-Sheet Patented Oct. 2, teas.

unit -an stares FUEL-reap s'rsrsn.

Application filed October 14, 1921. Serial 21o. 50?;535.

The present invention relates to new useful improvements in systems for delivering liquid fuel ina gaseous state to an internal combustion engine of either the mobile or stationary type, and While-this invention is described in its particular embodiment as applied to a high speed automobile engine it should be remembered that the present illustration is but one specific embodiment and that the system itself is equally applicable to low speed engines.

The primary object of the present invention is to provide a system of fuel supply where'- by a greater amount of energy may be obtained from a given quantity of gasolene and specifically a system whereby an increased power may be obtainedfrom an automobile engine, together with a greatly increased mileage per gallon of gasolene. 1

A second object of the present invention is the provision of an auxiliary air intake direct- '1 connected to an automaticallycontrolled t rottle, thereby permitting the use of an air bubbling carbureter omitting entirely the much-used needle valve carbureter. A further object of the present invention is to provide a device of the character described in which theindividual parts will be simple to manufacture and easy to keep in order so that the entire apparatus necessary to practice the system will be of simplified construction and operation, and one which, owing to its automatic operation, will be practically fool-proof when onoe'adj usted by a capable mechanic.

Other objects of the present invention lie in the specific details of construction hereinafter described and specifically set forth in the claims. 1

Figure 1 is a side elevation of an embodi ment of my invention.

Fig. 2'is a sectional elevation of the control mechanism.

Fig. 3 is a plan view thereof.

Fig. at is an elevation of the control mechanism.

Fig. 5 is a view of the air valve.

The ordinary gasolene tank normally supplied as part of the automobile is used with but two slight changes, one the provision of a hole 11 to accomm odate the air intake pipe 12 which is open at its lower end 14 beneath the level of the gasolene in the tank and is closed at its upper end by a spring pressed air intake valve 15, this valve being operated from the engine, and, the other the provision of an opening 17 into which is fitted a short section of pipe 18 leading to the gas chamber 20 which is merely a small auxiliary receptacle intended to hold gasolene-ladcn air acting as a. dome for the tank so that no liquid gasolene shall be drawn through the pipe 22 leading to the manifold. The gage 23 is extremely convenient to prevent ovcrfilling of the gasolene tank 10 and should be provided if not furnished by the automobile manufacturer.

The auxiliary air device consists generally of a cylindrical section of pipe 25 having a smaller branch 26 leading from .one side thereof and being joined to the pipe 22 leading from the gas receptacle or chamber 20.

The cylinder 25 is provided with an elliptical flange 23 whereby it is secured tothe manifold and has an internal flange 29 at a point somewhat below the junctionof the branch 26. this flange acting as'a'stop for the disk valve 30 which is held in place by a spring 31 surrounding the valve stem 33 and bearing against the cap 34 which closes the bottom of the cylinder 25.

The disk valve 30 is preferably made adjustable and consists of a member 40 rigidly secured to the stem 33 and an exactly similar member 41 which is adapted to move through a small are about the axis of the stem 33 and of the disk 40 and to be held in adjusted position by means of a set screw 43 carried by the member i0 and Working through an arcuate slot &4 cut in the member 41 so that by tightening the screw 43 the members 40 and 41 may be permanently secured in the desired angular relation to one another so as to close the openings 47 in the member 40 to thedesired degree. I

Auxiliary airpasses through the elongated openings 50 into the cylinder 25 and up to the manifold through the segmental openings 4? as restricted'by the upper disk 41-. This is true even when the valve 30is in its extreme upper position. As the stem 33 is drawn downward (as hereinafter described) addi tionalair is admitted to the upper portion of the cylinder 25 in proportion to the amount of downward movement of the valve 30. The stem 33 is secured to an angle member which is operated by a Zf-levcr 56 on the throttle valve shaft- 57, the angle 55 sliding through a guide in a lug 59 on the cylinder 25.

The butterfly throttle valve 60 is permanently secured to the shaft 57 as is also the crank 61 which at its free end is pivotally connected to the rod 62 leading to the foot direct and does move the foot throttle link.

The extending portion 65 bears against the end of the lever 56 and since both this lever and the butterfly valve are rigidly secured to the shaft 57 the valve is opened when the lever is moved.

As previously stated the Z-lever 56 is rigid- 1y secured to the shaft 47 and bears at one end against the upper portion of the angle 55, the angle being held against the lever by the spring 31. The actual contact, inorder to secure the propenadjustment, is had with the cap 67 which is threaded to the angle member 55 and this cap may be revolved on the angle member so as to properly adjust the movement of the valve 30. At its free end the Z- lever 56 rests against the point of an adjusting screw 68 threaded in a lug 69 on, the branch 26so as to adj ustably limit the movement of the butterfly valve in one direction.

The operation of thedevice is believed to be clear from the foregoing description. On the suction stroke a vacuum is produced in the pipe- 25, branch 26, pipe 22, chamber 20, and tank 10. This causes air to enter through the valve and to bubble through the liquid gasolene in the tank 10. The mixture of gasolene vapor and air passes to the chamber and is drawn through the pipe 22' to the engine cylinder.

Should a back fire occur the gravity acting valve 70 closes the chamber 22 and the force of the explosion opens the valve which it will be seen serves as a safety valve in addition to its normal function as an auxiliary air valve. iVhen the operator increases the speed of the automobile by opening the throttle the auxiliary valve 30 is likewise operated admitting additional air through the elongated openings. Upon closing the throttle the spring 31 restores the valve 30 to closed position at which time, however, airis admitted to the pipe 25 through the segmental openings 47.

What I claim is:

1. In combination, a fuel feed system for automobiles, a combustible mixture outlet, a primary mixture passage leading thereto, a check valve between the passage and outlet, at throttle valve in said passage, an auxiliary valve.

2. In a control mechanism, a mixture outlet pipe, an air inlet pipe leading thereto and having a plurality of longitudinal slots therein, a primary mixture passage discharging to said mixture outlet pipe, a throttle valve in said passage, a check valve permitting discharge from the primary mixture passage to the mixture outlet but preventing fluid from passing in opposite direction, a springpressed valve in said air-inlet normally held nearer the mixture outlet than said slots and manually controlled means for opening the throttle valve and simultaneously pressing the air inlet valve against its spring to a po sition to uncover a part of said slots.

3. In combination, a mixture outlet, an air inlet and a primary mixture passage each dischargingto the mixture outlet, a check valve rovidin a one-wa assa e from the rimary mixture passage to the mixture outlet, a valve in said air inlet, .a throttle valve in the primary mixture passage, a hand throttle rod, an accelerator rod, and means for connecting said rods to said throttle whereby movement of the hand throttle rod will operate the accelerator rod, the throttle and the air inlet valve and movement of the accelerfor simultaneously operating the last two named valves.

5. In combination, a tubular member, constituting an outlet passage having air openings at one end, a. tubular fuel passage communicating with said member and extending thereinto at an angle such that its open end is directed away from said air openings, a check valve governing the fuel passage and opening into the outlet passage. a valve controlling said air openings and a throttle valve controlling the fuel passage.

CHARLES EDWARD sHIrFER. 

